Electromagnetic safety system for railroads.



No. 68!,474. Patented Aug. 27, i901.

C. M. CRONKITE.

ELECTROMAGNETIC SAFETY SYSTEM FOR BAILROADS.

(Application filed Aug. 27, 1900.)

2 Shasta-Sheet MMM (No Modei.)

1 4: mums PETEas c'nv, momurua, mamas-mu n c No. 68I,474. v PatentedAug. 27, 1am.

- c. m. CBONKITE.

ELECTROMAGNETIC SAFETY SYSTEM FOR RAILROADS.

(Application filed Aug. 27, $00.) (No Model.) g Sheets-Sheet 2.

Zm/Yan/fim" aka/vies flaw hate PETERS co. vuoiouwa. WASHINGTON, u. c,

NITED STATES PATENT OFFIQE.

CHARLES M. ORONKITE, OF LANSING, MICHIGAN, ASSIGNOR OF ONE-TENTH TOJAMES E. IIILLIARD, OF SAME PLACE.

ELECTROMAGNETIC SAFETY SYSTEM FOR RAILROADS SEEGIFICATION forming partof Letters Patent No. 681,474, dated August 27, 1901.

Application filed August 27,1900. Serial No. 28.197. (No modelJ To aZZwhom it may concern.-

Be it known that I, CHARLES M. ORONKITE, a citizen of the UnitedStates,residing at Lansing, in the county of Ingham and State ofMichigan, haveinvented certain new and useful Improvements inElectromagnetic Safety Systems forRailroads, of which the following is aspecification, reference being had therein to the accompanying drawings.

It is the object of the invention to obtain an electric system to beused in connection with railroads, which will serve both as an alarmsystem, giving warning of impending danger,and also an indicatorsystem,by means of which the exact location, movement, and direction ofmovement of trains are shown at the station. The system is also adaptedto place the moving trains directly under the control of thetrain-despatcher, so that in case the warnings are unheeded by theengineer the train can be actually stopped by the operator at thestation.

The invention consists in the peculiar construction and arrangement ofelectric cir- 2 5 cuits, together with train-operated circuitclosers;further, in the peculiar construction and arrangement of the indicatorat the station, whereby the direction and movement of each train areplainly shown, and, further,

0 in the peculiar construction, arrangement,

and combination of parts.

In the drawings, Figure 1 is a diagram of the system illustrating thearrangement of track devices between two stations. Fig. 2

3 5 is a diagram illustrating the track mechanism, the electriccircuits, and the arrangement of the indicator at the stations. Fig. 3is a diagrammatic view of a locomotive, showing the contact devicesthereon. Fig. 4 is a 0 perspective view of one of the annunciators.

Fig. 5 is a diagram of the track-circuit-closing mechanism, showing theparts in different position from Fig. 2.

Generally stated, my system comprises a series of switches or electriccircuit-closers arranged in the road-bed at suitable intervals from eachother, which control a corresponding series of electric circuitsextending to the station and connected at that point with a series ofindicating devices, the arrangement being such that the passage of atrain over the track will successively operate the circuit-closers, andthereby cause a progressive operation of the indicators at the station.

The arrangement of the track-switches or 5 5 circuit-closers is suchthat trains passing in difierent directions over the same point willclose different electric circuits, so that the direction as well as themovement of the train is indicated at the station. The arrangement ofthe indicators is such that the movements of the two trains in oppositedirections over the same track are indicated in proper relation to eachother. Further, the system is provided with means by which upon the op-65. eration of a suitable switch at the station direct electriccommunication may be established between said station and suitablesignal instruments in the cab of the locomotive, and, if desired,electromagnetic devices controlling the throttle-valve and air-brakemechanism may also be operated from the station.

In detail the arrangement of the system is as follows:

A represents the station. From this station a series of electricconductors extend along the line of the track and at intervals, such asat every mile,-are connected with the track mechanism B. This mechanismpreferably comprises a rock-shaft a, extending 80. out from a suitablehousing 5, arranged beside the traok and having at its outer end arock-arm c. This rock-arm extends upward and is in such relation to thetrack as to be struck by a horizontal rail d, carried by the locomotive,and to be rocked thereby to an angular position. Within the casingb therockshaft is connected with an arm 9, arranged to contact with eitherone of two metallic segments f and f, according to the direction in 0which the shaft a is rocked. The shaft a is also mechanically connectedby means of suitable intervening mechanism, such as the cross-heads gand h and links 15, with a second rock-shaft j, which shaft is journaledin bearings and arranged at a higher point within the casing-b.The shaft j carries an insulated metallic disk It, a portion of which iscutaway at is. Z and Z are spring-contacts extending H in proximity tosaid disk and when the lat- 10o ter is in its central position oppositethe cutaway portion k' thereof arranged so as to be out of contacttherewith. Adjacent to the disk 7c is a second contact-disk with which aspring or brush Z is in constant contact. Upon the opposite side of thetrack from that on which the arm a is placed is arranged a rock-arm 0,adapted to be operated by a rail d, carried by the locomotive, similarto the rail d. The rock-arm c is connected with a rock-shaft operating acircuit-closer m. Of the conductors leading from the station one, n,forms a common return connection for all the circuits. In addition tothe conductor 'a a pair of conductors 0 and 0 extend from the station toeach of the track devices. The conductor 0 is connected bya conductorpwith the brush or contact Z and also by a further connection 19 with thesegmental contact f. The conductor 0 is correspondingly connected by aconductorp with the brush Z and by a conductor 10 to the segmentalcontact f, while the conductorn is connected bya conductor q to thecircuit-closer m, from which a branch q extends to the casing 17 andconnects with the brush Z From the arrangement of circuits justdescribed it will be understood that when the rock-arms c and c are intheir normal upright positions they are electrically disconnected fromall of the circuits leading to the station; but when said arms arerocked by the contact therewith of the rails 01 and d electriccommunication is established with certain ones of said conductors. Itwill further be no ticed that the particularconnections efiected by therocking of the arms 0 and c vary according to the direction in whichthey are rocked. Thus if the arm 0 is rocked to the right, as shown inFig. 5, the arm 6 will contact with the segment f, which will establishelectric connection between the arm a and the conductor 0 through theconductors p and 19 At the same time the rocking of the shaft Cb willrotate the disk is, so that it will contact with the spring or brush Z,and thereby establish communication between the conductor 0' and saiddisk through the conductor 19 and, further, through the disk kibrush Z,con-

ductor q, circuit-closer m, and conductor q to the return-conductor n.If, on the other hand, the arms 0 and c are rocked in the oppositedirection, the connections will be reversed, so that the conductor 0will be con-.

nected to the arm 0, while the conductor 0 will be connected through theconductor 1), brush Z, disks 7c and k brush 1*, conductor q,circuit-closer m and conductor q with the return-conductor n. Theconductors n 0 0 lead from each track mechanism to the station andpreferably the two stations upon opposite sides of said track mechanism.At each station is arranged an indicator of the following construction:C O are two annunciators connected in electriccircuits,respectively,including the conductors 0 0. These annunciatorsmay be of any desired construction, butI preferably employ the oneillustrated in the drawings, which consists of an ordinarytelegraphsounder having an electromagnet r and an armature-lever r.Arranged adjacent to the magnet is a hinged drop 0*, which is normallylocked by the armature-lever T, but when the latter is attracted by themagnet r it will be released. The drop 0' has preferably placed thereona diagram maticindication of a locomotive, which diagram is normallyconcealed and is brought into view upon the operation of the drop. Thetwo annunciators O and O are the same in construction with the exceptionthat the diagrammatic representation of the locomotive is turned inopposite directions on the two drops. These annunciators are arrangedside by side and constitute one pair of a series of similar annunciatorsconnected successively with the circuits leading to the other trackmechanism between the two stations. The coils of the magnets r areconnected, as before stated,with the conductors 0 and 0, respectively,while the opposite terminal of each magnet is connected with one pole ofa battery D, the other pole of said battery being connected with thereturn-conductor n. Between the battery D and the annunciators C O isarranged a switch E. This switch, as shown, consists of a movablearrow-shaped member s, which in its normal position is upright andconnects the contact 8', connected to one pole of the battery, with eachof the contacts 8 and s, respectively, connected to the conductors o o.The switch is also provided with two contacts 3 and s, which arearranged upon opposite sides of the contact 3 and connected with onepole of a battery F, which is of greater power than the battery D.

With the arrangement of circuits as described it is obvious that whenconnection is effected by one of the track mechanisms between theconductor n and either one of the conductors 0 and o a circuit will beclosed through one of the annunciators O O. This will cause theoperation of the drop, which will expose to View a diagrammaticrepresentation of a locomotive, and will thereby indicate both theposition and direction of movement of the train operating the trackmechanism.

As previously stated, the locomotive is provided with two conductor-rails or electric contacts 01 d, which are arranged upon opposite sidesof the locomotive and preferably extend full length thereof. Betweenthese rails is an electric connection G, which includes an alarm-bell H,telegraph instruments 1, and also two electromagnets K and G,respectively, controlling mechanism for closing the throttle and foroperating the airbrake. The various electromagnets are so proportionedto the strength of the battery D that the current generated by thelatter will be insuflicient to operate either the magnet G or the magnetK, but will cause the operation of alarm bell H, and is also ofsufficient strength to operate the telegraph instruments I. When,however, the battery F IOD IIO

is thrown into circuit with the conductor G, the current will besufficient to operate both the magnets G and K.

The various circuits and instruments included in my system beingarranged as above described, the operation is as follows: Supposingatrain to be moving along the track in the direction indicated by thearrow, Fig. 1. From the station 1 to station 2, as each of the trackmechanisms B is passed, the contact-rails old will strike the rock-armsc and 0, respectively, and move them into the angular position, asbefore described, and, as indicated by dotted lines in Fig. 2, this willmove the contact-arm 6 against the contact f and Will turn the disk 7tso as to contact with the spring Z, while the movement of the arm 0 willclose the circuit -closer.m. Two distinct electric circuits are therebyestablished, which, traced from one pole of the battery D, are asfollows: One circuit includes the connection from the battery D to theswitch E and through the contacts 8' and 8 thereof to the conductor 0and the electromagnet of the annunciator 0 included therein. Through theconductor 0 the current passes to the track mechanism B, where it passesthrough the conductor P, brush Z, disks 7a and k brush Z conductor g,circuitcloser m, and conductor q to the return-conductor n, and thenceback to the opposite pole of the battery D. The other circuit passesfrom the battery to the switch E and through the contacts 5 and 3thereof to the conductor 0, through the magnet of the annunciator Cincluded therein, thence to the mechanism B, and through the conductorsp and p to the contact f. From this contactit passes through thecontact-arm e and shaft 66 to the rockarms 0 and through the rail 61 tothe conductor G, thence through the rail cl, rock-arm c, circuit-closerm, and conductor q to the return conductor 01 to the opposite pole ofthe battery D. This latter circuit is, however, of greater resistancethan the circuit previously described on account of the added resistanceof the magnetic devices in the conductor G. The result will be that sosmall a portion of the current from the battery D will pass through thiscircuit that the annunciator C will not be operated, although thecurrent will be sufiicient to sound the bell I in the cab of thelocomotive. Thus the result of the operation of the track mechanism B isthat one of the annunciators C will be operated,which will indicate thedirection in which the train is going, and at the same time the circuitwill be closed through the conductor G on the locomotive, which willsound the bell in the cab thereof, indicating that the annunciatin gmechanism is operated. As the train passes on it will successivelyoperate the track mechanisms at the various points between the twostations, and as each is operated the cor responding annunciator willdrop and the bell be sounded, as above described. Thus in the stationthe progress of the train and its direction are indicated by theprogressive dropping of the annunciators. It will be understood, ofcourse, that if more than one train is upon the track the position andprogress of each are indicated, and should the trains be moving inopposite directions this will be clearly shown by the diagrammaticrepresentation of locomotives upon the annunciators. If two trainsmoving in opposite directions should come close enough to each other tooperate the adjacent track mechanisms, the indicator will show them onthe two annunciators immediately adjacent, as shown at X,Fig. 2. Inorder to warn the engineer of impending danger, as where another trainis approaching on the same track, the operator at the station can changethe switch E from its normal position into a position where contact isbroken between the pointer s and the contact s and the whole of thecurrent from the battery F is sent through the conductor 0' andconductor G on the locomotive. This current will be of sufficientstrength to operate the alarm-bell H, which is to warn the engineer tostop the train. Should he fail to heed the warning, the operator at thestation by moving the pointer 5 into the position shown at X willconnect the contacts 5 and s and will throw the stronger battery E intocircuit. These batteries will furnish sufficient current to operate theelectromagnets G and K, which will, respectively, throw into operationmechanism for closing the throttlevalve and throwing on the brake.

It will of course be understood that as the connection between the railscl d and the contact-arms c c is for but a brief interval the switch Emust be set before the operation of the track mechanism. As, however,mechanisms are placed at short distances from each other, the operatorat the station failing to stop the train at one point can be sure ofstopping it at the succeeding point. In order that the train may be morequickly brought to a stop, I preferably arrange one or more stopconnections intermediate the track mechanisms B. One of these is shownat M, Fig. 2, and consists of two contact-arms a c, the shaft (1-,connected to the arm 0, the arms 6 on said shaft, and the segmentalcontacts f f, these parts being similar to the corresponding parts inthe mechanisms B. The other parts of the mechanism B are omitted, thecontacts f f being connected directly to the conductors o and 0 and thecontact 0' being connected directly to the conductor n. Thus wheneverthe train passes one of the track devices M, Fig. 5, the electriccircuit will be completed through the conductor G and one of the lines 00, and if the switch E has been previously turned, so as to be connectedin the battery F, the magnets G and K will be energized and the throttleand brake be operated to stop the train. \IVhen the train is brought toa stop, the engineer will either back up to bring the rails d and dagain into contact with the arms 0 and c or move for- IIO ward slowly tothe next contacting device M, so as to establish electric connectionbetween the telegraphic instrument in the cab and those at the station.This will enable him to communicate with the operator at said stationand ascertain the nature of the impending danger.

It will be noticed that the annunciators at the station are arranged sothat every alternate one will indicate trains moving in one directionand the intermediate ones trains moving in the opposite direction. Thisarrangement enables the operator to tell at a glance the relativeposition of all trains upon the track moving in either direction.Furthermore, as the track mechanisms are electrically connected withboth stations between which they are located both of the operators atsaid stations will have the trains under their control, and should onefail to stop the train the other one can do so.

What I claim as my invention is 1. In an electric safety system forrailways, two interspaced series of electromagnetic annunciatorscorresponding to a single series of signal-points along the track, andmeans at said signal-points for operating the annunciators of one seriesby trains moving in one direction along the track, and for operating thecorresponding annunciator of the second series by trains moving in theopposite direction, whereby the progressive and relative movement oftrains moving in both directions is indicated.

2. In an electric safety system for railways, two interspaced series ofelectromagnetic annunciators, electric circuits. extending progressively therefrom to a series of signalpoints along the track, the circuits ofadjacent pairs of annunciators of the two series extending to the samesignal-point, and circuit-clos'ers at said signal-points adapted to beoperated by trains moving in one direction to progressively close thecircuits of one series of annunciators audby trains moving in theopposite direction to progressively close the circuits of the otherseries of annunciators.

3. In an electric safetysystem for railways, two electromagneticannunciators at the station, electric lines extending therefrom to acommon signal-point along the track, means operated by the passing of atrain for closing an electric circnitthrough the one or the other ofsaid lines, according to the direction of movement of the train, and ofthereby operating the corresponding annunciator, and meanssimultaneously operated for closing an electric circuit through theother line including an electromagnetic device on the moving train.

4. In an electric safety system for railroads, two electromagneticannunciators at astation, electric lines extending therefrom to a commonsignal-point along the track, means operated by the passing of a trainfor closing an electric circuit through the one or the other of saiddevices, according to the direction ofmovement of said train, meanssimultaneously operated for closing a circuit through the other of saidlines, including electromagnetic devices on the train one of which isadapted to be operated thereby and means at the station for throwing ina stronger current into said circuit to operate another electromagneticdevice on said train, said latter device being adapted to stop thetrain.

In testimony whereof I afiix my signature in presence of two witnesses.

CHARLES M. (JRONKITE. \Vitnesses:

CHAS. H. CRANE, A. M. OUMMINS.

